Motor-vehicle.



No. 784,486. PATBNTBD MAR.

W. L. GARRELS & o. KIMBALL.

MOTOR VEHICLE. APrLIoATIoN FI'LED JULY 7,'1900.

4 SHEETS-SHEET 1.

Witnesses:

No. 784,486. V PATENTBD MAR. '7, 1905. W. L. GARRELS & C. KIMBALL.

MOTOR VEHICLE.

APPLICATION FILED JULY 7,1900.

4 SHEETS-SHEET 2.

Fig. 3.

'Wtna sses: Inventors:

No. 784,486. PATENTED MAR. 7, 1905. W. L. GARRELS & G. KIMBALL.

MOTOR VEHICLE. APPLIGATION'FILBD JULY '1, 1900.

4 SHEETS-SHEET 3.

Witnesses: www@ Inventors: l

@un v, raggi www No. 784,486. PATENTED MAR. 7, 1905.

W. Ll GARRBLS & G. KIMBALL.

MOTOR VEHICLE.

APPLICATION FILED JULY 7, 1900.

4 SHEETS-SHEET 41 m H c d to C) U d H. "i H an b 1 2 sy L H m v v GJ', '-4 er S G :24- -Q- Witnesses: Inventors:

)zzMQL/f gine-frame upon hollow trunnions 'connected to the steam `and exhaust pipes, respectively.;

It also consists in an adjustable braceory case. chain-case and chain on line 5 5 of Figz. Fig. 6 is..a.horizon tal partly-sectional viewof a spring-saddle. Fig. 7 is a vertical partly- NIT'ED STATES Patented March '7, 1905.

ATiNT Fries.

`WILLIAM L. GARRELS, OF ST. LOUIS, ANI) CLINTON KIMBALL, OF

KIRKWOOD, MISSOURI.

` Moron-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 784,486, dated March '7, 190.5. vApplication filed July 7, 1900. Serial No. 22,810. i

framework thereof; also, to regulate the slack and adjustment of the driving-chain; also, to keep the distance between the crank-shaft'of the engine'and the .driving-axle constant for all positions of thebody with respect to th runningfgear. l i

Our invention consists in mounting the en,-

strut extending 'from theengine-frame to a beam constituting a part of the run ning-gear; It also consists in an adjustable case for the driving-chain.

It also consists in an adjustable chain-case.

constitutinga strut between the engine-frame and a beam forming part of the running-gear.

It also consists in coi'iibinatiovns and ar' rangement of parts/and in details of construc-` tion hereinafter described and claimed.

In the accompanying drawingawhich form part .of this speciticatiomand wherein like. symbols refer to like parts wherever they ocj tween the engine-shaft and thedriving-axle casing. Fig. Sfis a View' of the chain-case with a part thereof shown in section. -Fig. 4

is an enlarged longitudinal sectional detailA showingmeansof adjusting atubular chain- Fig. 5 is a cross-sectional detail of the on the line 7 7 of Fig. 6.-' Fig. 8 is a view of an adjustable strut between the engine-frame and the casing of the driving-axle. Fig. 9 is a view of' the engine-shaft and the parts con nected thereto, being partly in elevationandv partly in-longitudinal section.4 Fig. 10 is a lioriontal sectionthrough the supportingtrunnions land cylinders of the engine on line l() 10 ofFig. l1. Fig. 11 is an elevation of the left-*hand casting or portion of the engine shown in Fig. 10; vand Fig. 12 is a detail', partly,l

. sectional, the section being taken on. the line 12 12 of Fig. 10,'showing the manner of mounting the engine onthe vehicle-body..

Our .motor consists of a two-.cylinder steam- .engine pivotally mounted on the .vehicle-A body. For this purpose a channel-bar l' is firmly fixed transversely'on the vehicle-body. Upon this channel-bar are fixed a pair ot' brackets or pipe-hangers Q. Upon these Y brackets rest the steam-pipe 3 land the exhaustpipe 4 in alinement with each other. rFliese pipes 3 and L are arranged to constitute trunnions for pivotally mounting .the entire engine. For this purposethe engine-cylinders have two alined sockets and 6. These sockets are interiorlyscrew-threaded and are large enough t'opermit the steam and exhaust pipes 'to enter them, respectively'. The steam-pipe has an annular iange 7 on its end, and arbollow nut. 8, fitting over said steam-pipe, Works in the thread of the socket 5, so as to clamp the steam-pipe flange to` theengine-cylinders. The joint between said hollow nutA 8 ,and said steaml-pipe may be packedI by. any Asuitable f packing 9. 'This Ahollow nut is` interiorly threadcdand has a gland 10- workingtlierein 'to compress the packing.v Lock-nuts 11'. are used uponV the hollow nut 8 and upon the 'gland .forflocking them in position. By this construc'ztion the steam-pipe'is clamped to the fiangeconstruction -may be used for connect-V ing thezex'haust-pi pe to the engine-cylinders; 7but asthe pressure in the exhaust-pipe is coinsectionaliview thereof, the section'being taken paratively low it is unnecessary 'to use a iange I on the end thereo'il and the hollow nut for co'. operating therewith. The engine-cylinders are preferably made 5 of two separate castings bolted together. l One 'of said castings, 12, contains the ,socket 5,' into whichthe steam-pipe lits, and the other cast'-` ing, 13, contains the socket 6,-'into which the exhaust-pipe fits. The socket 5 is connected by the passage-way 14to thesteam-chest 15, into which the steam-ports I6 open, the passage-way'l'fl' being thereby entirely within the casting 12, thus avoiding a joint in the said steam-passage. The socket 6 is corinectedby passage-ways 17, partly within the casting12- and partlyl within thecasting 13, to the exhaustports 18 of the cylinders. `The advantages of this construction are that one or two steam- 1 chest covers are' done away with and that the, valve-seats are accessible for scraping. j AThe crank-shaft 19 of the engineis mounted'atthe lower end of the engine-frame 2O and is driven byconnecting-rods -21,` receivingmotion from the pistons of the respective 2 5- engines and connected, respectively, to cran'kxdisksfixed on the ends of said shaft. Near each endot' the shaft a bearing-sleeve22is fitted thereon, so'as to be free to turn in case the friction on its outer surfaces should loe-4 come excessive, as in case. of breakage and binding of the .antifliction-balls.. Upon each bearing-sleeveare arranged two circular-series of antifriction-balls 23, the vballs of each series being properly Vspaced by meansI of' separators orrings 24, having holes in which said balls lie. The outer be'aringsurfaces for said balls are provided by beveied rings`25, which are adjusted endwise by means of a lianged case'or h ollownut 26, threaded to work 40 in an interiorly-threaded case or bush 27, said rings being freeto turn on said* hollownut 426, so that the bearingwill be ,converted from a ball-bearing to an ordinary sliding bearing in case of breakage of balls. Said case or bl1 sh 27` is externally threaded, so as to. screw into the lower. end of thev engine-frame 20, and thereby be lirm'ly mounted thereon. A set-nut 28- works'on the case 26, so asv to set it firmly in y any adjusted position. Y. The bush 27 has an in- 5 Q wardly-projectingflange at its inner end, which constitutes an abutment for the innermost ring 25 ofA the ball-bearing. The outer surfaces ofthe inner ends of the bushes 27 are of sphericalV form, saidsurfaces being in a common sphere. Oversaid bushes isv fitted a casing 29, whose inner surface conforms to the spherical surfaces of said bushes, whereby said bushes and casing'costitute, in. effect, a ball-and-socket joint. This casing 29-incloses a sprocket-chain 30,v lwhich lits over a 'sprocketwheel 31, fixed on the crank-shaft 19, and incloses a vsprocketwheel and compensating gear mounted onthe driving-axle 32 ot' the vehicle. Said casing 29 also incloses' said adjustable in length, thevadjustrnent being ef-V mounted between the'engine-frame 20 or casgdriving-axle and is swiveled in' thespring-` saddles The chain-case is thus free to oscillate about the axis of the driving-axle. The driving-axle4 is difvidedat its' middle, and has 4consequently little strength as a beam.

The casing of the driving-axle andcompenv7C -sating gear extends from sidebar to side bar and actsasa beam and constitutes part of the running-gear. .v v

The preferred form of thechain-casing is illustrated in Figs.-.3, 4,' and 5,' wherein the spherical portion of the casingwhich lits over the spherical bushes on theengine-frame is lhas an interior 'flange' 40, adapted to abut lagainst the'shoulder 38 and containing holes .tovadapt it 'for manipulation withja'wrench.

By this construction` the chain-case is made Vfectedvby screwing the sleeve 35 into orout of the socket 34, according as it is desired to .shortenA or-lengthen the case, and then. screwing the sleeve 39 home,`whereby the Ytwo portions ot' the casing' are 'rigidly connected to- -gether. One of .these adjustable Vconnections is inserted in the tubeo the driving side'otl the chain and'another Vis inserted in the tubu- IOO f lar case surrounding the jslack side of the chain. The chain-case' thus forms Vthe mechanical equivalent .of a strut acting between the axis'of the crank-shaft and lthe axis of' the driving-axle.

It is obviousv that lav yseparate strut may be ing 41 and the rear axle or casing thereof and that this strut may .be made ad justable-in length in various ways-as, for instance, by being made in two threaded pants connected by a turnbuckle, as shown in Figs. 2 and 3. In such a construction the tubular members of the chain-case are arranged to telescope witln the extensions from-.the engineframe member, as shown Fig. 2.v It is desirable where aseparate 'strut is used toA connect it by swivels tothe axle-case and tothe engineframe 20 or casing 41 and to have a vswivel connectionv in the strut itself at right angles to said first-mentioned swivels.

' A convenient means of connecting the axlecasing to the side bars is representedV in Figs.

6 and 7. A saddle 33 is mounted to turn on said axle-case. Said saddlelhasa lateral pro# jecting socket-piece-d, threaded interiorly, y and' the side bar43 isA made tubular and has a 1;

threaded sleeve 44 fastened in the end thereof. A second sleeve 45, threaded externally, works in the threaded socket-piece 42, and a threaded bolt 46 extends 'through said sleeve 45 and screws into thesleeve 44 in the side bar, said bolt being inserted through said sleeve 45 before said sleeve 45 is mounted in place. This construction constitutes a swiveljoint in said side bar, as well 'as a lswivel-joint for fastening said side bar to the axle-case. In'order to prevent the accidental turning of the sleeve 45 in the/socket 4Q' or the accidental'turning Y permit .the ends of the strut to oscillateanay be used inllieii of those shown'. Thus in place of the universal joi'nt about the engine-shaft said joint .may be replaced 'by one onmore' swivel-joints, and the swivel joint or joints about the driving-axle may be replaced by a universal joint'. It is alsoobvious that a singie tube or case may be used to incase both the tight and the 'slack sides of the drivingchain. sliding or telescopingsections of the chaintube, (shown in Fig. 2,) slides about either the engine-sprocket or the driving-axle sprocket may be used.

Itis noted that th'e 'construction'.herein claimed and describedembodies elements and featiiresclaimed in a prior application led by us January 17, 1900, Serial No. 1,741,to which reference is hereby made for ascertaining such additional claims.

`What we claim herein ive-- l. In a motor-vehicle, a driving-motor pivotally mounted on the vehicle-body and opeilatively connected to an axleof said vehicle` a beam constituting part of the running-gear, and a strut having a spherical socket at its end' adapted to fit 'over a spherical portionof the motor frame creasing, and thereby constitute a ball-and-socket joint, said strut being. also pivotally connected to the running-gear to oscillate thereon, substantiall y as described.'-

` '2. Ina motor-vehicle,l a driving-motorpivotally mounted onthe vehicle-body andeperatively connected to an axle of said vehicle, a rigid casing for said axle extending from side bar'. to side bar and constituting part of the running-gear, and a strut extending from the 'motor frame or casing to said axle-case and having a universal connection therewitlnsub-I stantially as described.

3. In a motor-vehicle, a driving-motor pivotally mounted on the vehicle-body and opera-l It is also obvious that inplace of the tively connected'to an axle of said yehicle, a

rigid casing for sai axle constituting part of the runninggeaiyand a casing for the mechanism connecting said motor to said axle, said last-mentioned casing constituting a strut and 'being universally connected to thel motor frameor casing and to the axle-'casing'respectively, substantially as described.

4. '1n a motor-vehicle, a driving-motor pivotally mounted on the vehicle-body, a chain fortransmitting'power from said motor to the driving-axle of said vehicle, a casing yfor said chain extending from the frame or casing ot" said motor to the running-gear, and pivotally connected to oneand universally connected ,to the other, said chain-case constituting a strut for maintaining the distance between the driving-shaft and the axle constant, substantially as described.

. 5. 1n a'motor-vehicle, a driving-motor pivotally mounted on "the vehicle-body, a chain for transmitting power from said motor to the driving-axle of said vehicle, an'adjustable case for said chain extending from the frame or casing of: said motor to the running-gear, an

spectively,r said adjustable chain-case constituting a strut for'rnaintaining the distance between the driving-shaft and the-axle constant, su bstantially as described.

6. In a motor-vehicle', a driving-motor pivotally .mounted on the vehicle-body, a chain for transmitting power from said'motor to the drivinglaxle of said vehicle, a casing for said chain extending from the frame or casing of said iiotor' to the running-gear, and -pivotally connected to one and universally to the other, said chain-case constituting a strut for maintaining the distance between the driving-shaft andthe axle constant, said strut consisting of tubular sections, each section having a threadved sleeve working therein, said sleeve `being arranged totelescope in al secondvisleeve having a shoulder thereon, and a third, sleeve threaded to Work Ona thread on.-. .one -of said tirst-mentioned sleeves, and having a'iiange adapted to interlock with a shoulder on onefoi said sleeves, su'bstantiallyas described.

7. In a motor-vehicle,a strut operatively connected -to the motorsprocketand toit sprocket to be driven .thereby and a chain-case comprising telescoping members operatively connected to said sprockets, substantially as described. v

8. In a motor-vehicle, a steam-engine pivotally-suspended on-hollow trunnions adapted to communicatewith the admission and ex- 'haust ports/ot' said engine respectively, said engine being operatively. connected to the driving-axle, and a casing-for the power-transmitting mechanism', said casing being ai.V

do0' pivotally or universally connected to them re- IIO nected with the steam land exhaust ports of saidengine respectively, the cylinders ofsaid engine being made in two castings arranged to form the valve-chest` substantially as described.

10. In a motor-Vehicle, an enginewpivotally suspended on hollow trunnions connecting with the steam and exhaust ports of` said engine respectively, the cylinders of said engine being made in two castings adapted to form the valve-chest; and'one of said castings containing the entire 'passage-way from the steampipe to the steam-chest, substantially as described.

11. In a motor-vehicle, a steam-engine piv-l otally suspended .from hollow trunnions con-` necting with the steam-port and exhaust-port of said engine, the connection on the steam side consisting` of a .flanged steam-pipe bearing against a shoulder ina socket formed in one of the engine-castings, a hollow nut working in a thread in'said-socket and4 bearing against said flange, and means for packing said joint, substantially as described.

W. L. GARRELS. CLINTON KIMBALL.

Witnesses:

CHAs. E. NVISE; JAMES A. CARR. a 

